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When discussing engine tuning the Air/Fuel Ratio' (AFR) is one of the main topics. Proper AFR calibration is critical to the performance and durability of the engine and it's components. The AFR defines the ratio of the amount of air consumed by the engine compared to the amount of fuel.
A 'Stoichiometric' AFR has the correct amount of air and fuel to produce a chemically complete combustion event. For gasoline engines, the stoichiometric A/F ratio is 14.7:1, which means 14.7 parts of air to one part of fuel. The stoichiometric AFR depends on fuel type-- for alcohol it is 6.4:1 and 14.5:1 for diesel.
I know what is meant by a rich or lean AFR? To lower the AFR number contains less air than the 14.7:1 stoichiometric AFR, therefore it is a richer mixture. Conversely, a higher AFR number contains more air and therefore it is a leaner mixture.
For Example:
15.0:1 = Lean
14.7:1 = Stoichiometric
13.0:1 = Rich
Leaner AFR results in higher temperatures as the mixture is combusted. Generally, a normally-aspirated spark-ignition (SI) gasoline engines produce maximum power just slightly rich of stoichiometric. However, in practice it is kept between 12:1 and 13:1 in order to keep exhaust gas temperatures in check and to account for variances in fuel quality. This is a realistic full-load AFR on a normally-aspirated engine, but can be dangerously lean with a highly-boosted engine.
Let's take a closer look. As the air-fuel mixture is ignited by the spark plug, the flame front propagates from the spark plug. The now-burning mixture raises the cylinder pressure and temperature, peaking at some point in the combustion process.
The turbocharger increases the density of the air resulting in a denser mixture. The denser mixture raises the peak cylinder pressure, therefore increasing the probability of knock. As the AFR is leaned out, the temperature of the burning gases increases, which also increases the probability of knock. This is why it is imperative to run richer AFR on a boosted engine at full load. Doing so will reduce the likelihood of knock, and will also keep temperatures under control.
There are actually three ways to reduce the probability of knock at full load on a turbocharged engine: reduce boost, adjust the AFR to richer mixture, and retard ignition timing. These three parameters need to be optimized together to yield the highest reliable power.
of course, all the ? taken from the site of a large producer of turbochargers....
cos? you have saved the effortI'll help YOU
When discussing engine tuning the Air/Fuel Ratio' (AFR) is one of the main topics. Proper AFR calibration is critical to the performance and durability of the engine and it's components. The AFR defines the ratio of the amount of air consumed by the engine compared to the amount of fuel.
A 'Stoichiometric' AFR has the correct amount of air and fuel to produce a chemically complete combustion event. For gasoline engines, the stoichiometric A/F ratio is 14.7:1, which means 14.7 parts of air to one part of fuel. The stoichiometric AFR depends on fuel type-- for alcohol it is 6.4:1 and 14.5:1 for diesel.
I know what is meant by a rich or lean AFR? To lower the AFR number contains less air than the 14.7:1 stoichiometric AFR, therefore it is a richer mixture. Conversely, a higher AFR number contains more air and therefore it is a leaner mixture.
For Example:
15.0:1 = Lean
14.7:1 = Stoichiometric
13.0:1 = Rich
Leaner AFR results in higher temperatures as the mixture is combusted. Generally, a normally-aspirated spark-ignition (SI) gasoline engines produce maximum power just slightly rich of stoichiometric. However, in practice it is kept between 12:1 and 13:1 in order to keep exhaust gas temperatures in check and to account for variances in fuel quality. This is a realistic full-load AFR on a normally-aspirated engine, but can be dangerously lean with a highly-boosted engine.
Let's take a closer look. As the air-fuel mixture is ignited by the spark plug, the flame front propagates from the spark plug. The now-burning mixture raises the cylinder pressure and temperature, peaking at some point in the combustion process.
The turbocharger increases the density of the air resulting in a denser mixture. The denser mixture raises the peak cylinder pressure, therefore increasing the probability of knock. As the AFR is leaned out, the temperature of the burning gases increases, which also increases the probability of knock. This is why it is imperative to run richer AFR on a boosted engine at full load. Doing so will reduce the likelihood of knock, and will also keep temperatures under control.
There are actually three ways to reduce the probability of knock at full load on a turbocharged engine: reduce boost, adjust the AFR to richer mixture, and retard ignition timing. These three parameters need to be optimized together to yield the highest reliable power.
of course, all the ? taken from the site of a large producer of turbochargers....however, I think that servit? also to other...
here it seems to me move but
Surely this map ? active since we don't have the sport button. The change, perhaps you can better understand if gurdi the map in a table. And was made to avoid having the points in which the torque demand will fall relative to the previous value. Maybe a wrong thing that I do and also the other maps DW I have changed keeping in mind this thing.
Apart from that the map from you highlighted, under 1500rpm, I have not changed anything
among the other not ? wrong with the pedal up to those values, on the contrary, I would make up to 500Nm, then the 2 are not used by the ecu why? limited or by the torque limiter or other limiters...
with the advances as you regoleresti?
The values read in tabbellare ( ecm ) are advances or delays. For example, if you read 20 means 20 degrees before or after tdc?
In theory, should be advances, but then how are the positive values?
don't worry about the sign, when are advances are positive, when negative delays. However, consider not to go above 27?*4000rpm, and get them to adjust to the feeling. The correct rule would be to calculate the duration of injection and adjust them so that this is kept within certain limits after the tdc.
I tried the map and injects 96,58mm3\cycle. I would say we're. The provision and improved, and I have to say that those who want good performance in safety goes ir? that's good.
Only neo! I peak pressure of 1.6\1.65 bar, then down to 1.4 bar as the map objective. How could I correct this defect?
cala map of the management of the variable geometry in the last column, but go easy, a little at a time, otherwise you'll find the machine "dead" to start cala 2% (200punti) to the last column.
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